Elevated railway



I fi Sh-eets- -sheet 1. H. MONK.

I ELEVATED RAILWAY.

(No Model.)

No. 322,954. Patented July 28, 1885.

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(No Model.) 5 sh ets-sheet 2.

H. MONK. ELEVATED 'RAILWAYQ No. 322,954. Patentd July' 28, 1885.

INVENTO 5 Sheets-Sheet .3.

(No Model.)

H. MONK.

ELEVATED RAILWAY.

- PatentedJuly 28, 1885...

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(No Model.) 5 Sheets-Sheet 4..

H H. MONK. ELEVATED, RAILWAY. No. 322,954. Patented July 28, 1885.

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NITED STATES PATENT OFFICE.

HENRY MONK, OF LEWISTON, MAINE.

ELEVATED RAILWAY.

SPECIFICATION forming part of Letters Patent No. 322,954, dated July 28,1885.

Application filed April 17, 1885. (No model.)

To all whom it may concern:

Be it known that I, HENRY MONK, of Lewiston, in the county of Androscoggin and State of Maine, have invented certain new and useful Improvements in Elevated Railways; and I do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to letters of reference marked thereon, which form a part of this specification.

Figure 1 is an elevation of the elevated way. Fig. 2 is a cross-section of the same. Fig. 3 1 is a side elevation of the devices at a station for raising and lowering an elevator for passengers, the elevator being down. Fig. 4 is the same as in Fig. 3, the elevator being up. Fig. 5 is a top plan of same as in Fig. 3. Fig. 6 is a top plan of same as in Fig. 4. Fig. 7 is a transverse section taken on the line as. Fig. 8 is a transverse section taken on the line y. Fig. 9 is a longitudinal section of Fig. 1 or 5. Fig. 10 is a longitudinal section of Fig. 2 or 6.

Same letters show like parts.

My invention relates to elevated railways.

My improvements consist in the arrangement and structure of the stations for receiving and discharging passengers. I do not employ stairways for people to ascend to a platform of the necessary height in order to enter the cars. Passengers are raised to the elevation necessary to enter the cars by means of elevators operated at the time the trains stop at the station.

The next part of my invention consists in the devices for operating the elevators at the stations. 0 shows a slidingrack with teeth on the under side, meshing into the teeth of the gear d. This rack slides when moved on the track or way 6. A'pin, f, fits loosely into a hole in the end of the rack and rests on the track or way 0. When the train or a car approaches the station,the pin f is struck by the rod 9, projecting from the side of the foremost car. This contact moves the rack in the direction the train or car is going until the pin drops down so that its upper end is on a level with the top of the rack, which said pin does when it comes over the inclined recess h. When the pin thus drops, then the rod 9 slips ,over the rack 0 without moving it farther. This motion of the rack and gear is to raise the elevator to bring up passengers to the platform or station. This contact of the rod g with the pin f is just before the train stops at a station, or just as it is slowing up. A shaft, i, projects from the gear d. From this shaft and power thus provided the means for raising and lowering the elevator can be sup- 6o plied.

I do not claim any particular devices or combinations of devices for acting directly on the elevator. Iclaim the gear d with its shaft, both rotated by the car or engine motion, and leave it to the constructer to connect the said power to the elevator in any mechanical and operative manner. The gear at also meshes with another toothed and sliding rack on its lower side. This is seen at j. The position of the rack c, after being propelled forward to raise the elevator, is seen at Fig. 4. The under rack, j, is now in the position seen also in said Fig. 4. This sliding rack j is wider than the upper one, and extends under the car, as illustrated in Figs. 7 and 8 at j. After raising the elevator, as above described, the train stops at the station as usual, the sliding racks being in the position seen in Fig. 4. When the sliding rack j has been pushed to the position seen in Fig. 4, its pin it projects above the top surface of the rack. (See Fig. 4.) Before the rack had moved the pin was down in the recess with an inclined edge, (see m in Fig. 3.) When the train starts away from the station, the projection n on the bottom of the car slips over the pink, and it is then held between projections n and Z, also on the bottom of the car. Now, as the car moves it carries the rack j with it until the pin it drops into the recess m again. (See Figs. 3 and 4.) This motion of the rack j rotates the gear d in a reverse direction, and by its shaft it can lower the elevator so as to carry to the street the passengers that have got off the car at the station. When the pin it drops into the recess m, then the projection Z slips over it and carries the rack j no farther. ,W'hen this is done, Fig. .3 illustrates the position in which the racks are left for the arrival of the next train.

In order to prevent cars from leaving the rails, I have provided the hook 8, extending down from the bottoms of cars and passing under the cap of the rail, as seen in Figs. 1 and 2. This is not made to touch the rail, but made and arranged just so as to clear it. As many can be applied as found desirable for each car.

What I claim as my invention, and desire to secure by Letters Patent of the United States, is

1. The combination of the rod 9, attached to a car, as specified, with the pin f, rack 0, recess h, and gear d, as herein set forth, and for the purposes described.

2. The combination of the rack j, pin is, recess m, gear at, and projections n and Z, as herein set forth.

3. A passenger-elevator to receive and discharge passengers on and from an elevated station by means of the motion of the train or power supplied by the locomotive, in combination with the projection g, racks c and j, gear d, pin f, and projections n and Z, as herein set forth.

In testimony that I claim the foregoing as my own I affix my signature in presence of two witnesses.

HENRY MONK,

WVitn esses:

HERBERT M. SYLVEs'rER, J. H. LEE. 

